JPWO2020066331A1 - Vehicle control unit - Google Patents

Abstract

Provided is a vehicle control device capable of improving the riding comfort of a vehicle during parking control. Acceleration during deceleration of the vehicle based on the distance measuring unit 14 that measures the distance between the position of the vehicle and the target stop position of the vehicle and the jerk profile 15a that is the time change of the target value of the jerk during deceleration of the vehicle. A vehicle control device 10 including an acceleration setting unit 15 for setting an acceleration profile, which is a time change of a target value of the above, according to a distance.

Description

The present disclosure relates to a vehicle control device that controls parking of a vehicle.

Conventionally, inventions relating to a traveling support system for supporting the traveling of a vehicle from a traveling start position to a stop position have been known (see Patent Document 1 below). The travel support system described in Patent Document 1 includes a start position information acquisition unit, a stop position information acquisition unit, a travel route setting unit, a distance calculation unit, a mileage information acquisition unit, a remaining distance calculation unit, and the like. A determination unit and a speed control unit are provided (see the same document, claim 1 and the like).

The start position information acquisition unit acquires the start position information indicating the running start position of the vehicle. The stop position information acquisition unit continuously acquires the stop position information indicating the stop position at which the vehicle is stopped. The travel route setting unit sets a travel route from the travel start position to the stop position based on the start position information and the stop position information. The distance calculation unit continuously calculates the distance from the travel start position to the stop position along the travel route.

The mileage information acquisition unit continuously acquires mileage information indicating the actual distance traveled while the vehicle is traveling from the travel start position to the stop position. The remaining distance calculation unit continuously calculates the remaining distance, which is the distance from the current position of the vehicle to the stop position, based on the distance calculated by the distance calculation unit and the mileage information. The determination unit continuously determines whether or not the remaining distance is equal to or less than the preset deceleration start distance at which the vehicle starts decelerating. The speed control unit reduces the speed of the vehicle when the remaining distance is equal to or less than the deceleration start distance.

With such a configuration, even if the stop position is changed after the vehicle starts running, the remaining distance, which is the distance from the current position of the vehicle to the stop position, can be continuously calculated. .. Then, by appropriately controlling the brake and the accelerator according to the magnitude relationship between the calculation result of the remaining distance and the preset deceleration start distance, it is possible to prevent the occupant from feeling uncomfortable or fearful. Therefore, according to this traveling support system, it is possible to stop the vehicle at the changed stop position without impairing the riding comfort of the occupants of the vehicle (see the same document, paragraph 0009, etc.).

JP-A-2018-20590

In the conventional traveling support system, the speed control unit generates a speed command value as a speed target value from the acceleration command value (see Patent Document 1, paragraph 0032, etc.). However, in this conventional traveling support system, as shown in FIG. 2 of the same document, the acceleration command value changes in a discontinuous step shape. Therefore, the impact due to the inertial force acting on the occupant when the vehicle is decelerated becomes large, and the riding comfort of the vehicle during parking control may be deteriorated.

The present disclosure provides a vehicle control device capable of improving the ride quality of a vehicle during parking control.

One aspect of the present disclosure is based on a distance measuring unit that measures the distance between the position of the vehicle and the target stop position of the vehicle, and a jerk profile that is a time change of the target value of the jerk during deceleration of the vehicle. It is a vehicle control device including an acceleration setting unit that sets an acceleration profile that is a time change of a target value of acceleration at the time of deceleration of the vehicle according to the distance.

According to the present disclosure, it is possible to provide a vehicle control device capable of improving the riding comfort of a vehicle during parking control.

FIG. 6 is a schematic configuration diagram of a vehicle equipped with a vehicle control device according to an embodiment of the present disclosure. The functional block diagram of the vehicle control device mounted on the vehicle shown in FIG. FIG. 3 is a plan view showing an example of vehicle parking control by the vehicle control device shown in FIG. The graph which shows an example of the jerk profile in the acceleration setting part shown in FIG. The graph which shows the time change of acceleration, speed, and distance of the vehicle shown in FIG. FIG. 5 is a flow chart showing an example of vehicle parking control by the vehicle control device shown in FIG. FIG. 3 is a plan view showing another example of vehicle parking control by the vehicle control device shown in FIG. The flow chart of the parking control of the vehicle by the vehicle control device in the example shown in FIG. The graph which shows the time change of acceleration, speed, and distance of the vehicle shown in FIG.

Hereinafter, embodiments of the vehicle control device according to the present disclosure will be described with reference to the drawings.

FIG. 1 is a schematic configuration diagram of a vehicle 100 equipped with a vehicle control device 10 according to an embodiment of the present disclosure. The vehicle 100 includes, for example, an in-cylinder injection type gasoline engine 1 as a power source for traveling and an automatic transmission 2 that can be connected to and detached from the engine 1.

Note that FIG. 1 shows an example of the vehicle 100 on which the vehicle control device 10 is mounted, and does not limit the configuration of the vehicle 100. For example, the vehicle 100 may use a motor or an engine and a motor as a driving power source instead of the engine 1. Further, the vehicle 100 may adopt a continuously variable transmission (CVT) instead of the automatic transmission 2.

After a typical configuration, the vehicle 100 includes, for example, a propeller shaft 3, a differential gear 4, a drive shaft 5, four wheels 6, a hydraulic brake 7 having a wheel speed sensor 21, an electric power steering 8, and the like. It is a wheel drive vehicle.

The vehicle 100 includes a vehicle control device 10. The vehicle control device 10 is a device that controls devices, actuators, and devices mounted on the vehicle 100. The vehicle control device 10 and devices, actuators, and devices including sensors described later are configured to be able to exchange signals and data through in-vehicle LAN and CAN communication. The vehicle control device 10 is, for example, an electronic control unit (ECU), a parking support ECU, and a vehicle control ECU.

The vehicle 100 includes, for example, a plurality of wheel speed sensors 21, a plurality of monocular cameras 22, and a plurality of sonars 23 as sensors. The wheel speed sensor 21 generates a pulse waveform according to the rotation of the wheel and transmits it to the vehicle control device 10. The plurality of monocular cameras 22 and the plurality of sonars 23 are, for example, external recognition sensors that are arranged at the front, rear, and side of the vehicle 100 and detect obstacles and road information around the vehicle.

Further, the vehicle 100 has sensors 24, 25, and 26 as operation amount detection sensors for detecting the operation amount (steering angle) of the brake pedal, the accelerator pedal, and the steering wheel, respectively. In addition to the above sensors, the vehicle 100 may include, for example, a sensor such as a stereo camera or LIDAR (Light Detection and Ranging; Laser Imaging Detection and Ranging) as the external world recognition sensor. Further, the vehicle 100 may be provided with a seating sensor that detects the presence or absence of an occupant.

The vehicle control device 10 acquires information on the outside of the vehicle 100, the amount of operation of the brake pedal, the accelerator pedal, the steering wheel, and the like of each part of the vehicle 100 from the various sensors. Based on the acquired information, the vehicle control device 10 sets command values for realizing control such as following the preceding vehicle, maintaining the center of the white line, preventing lane departure, and automatic parking. And it is transmitted to the electric power steering 8 and the like.

The vehicle 100 includes, for example, a display device 30. The display device 30 is, for example, a liquid crystal display device provided with a touch panel, and is an image information output device that displays an image by the vehicle control device 10 and notifies the occupants of the information. Further, by providing the display device 30 with a touch panel, the display device 30 also functions as an information input device for the occupant of the vehicle 100 to input information to the vehicle control device 10.

Further, the vehicle 100 is provided with, for example, a microphone and a speaker (not shown).
The microphone is a voice information input device for the occupant of the vehicle 100 to input information by voice to the vehicle control device 10. The speaker is a voice information output device that notifies the occupants of the vehicle 100 of information by electronic sounds or voices by the vehicle control device 10.

FIG. 2 is a functional block diagram of the vehicle control device 10 of the present embodiment. FIG. 3 is a plan view showing an example of parking control by the vehicle control device 10 shown in FIG.

Each part of the vehicle control device 10 is composed of, for example, a computer unit including a central processing unit (CPU), a storage device such as a memory, a computer program stored in the storage device, an input / output unit for transmitting and receiving data and signals, and the like. It is configured. Although details will be described later, the vehicle control device 10 of the present embodiment is characterized by the following configuration. In the present embodiment, the target path Rt of the vehicle 100 is shown as, for example, a locus at the center of the axle of the rear wheel.

The vehicle control device 10 of the present embodiment includes a distance measuring unit 14 and an acceleration setting unit 15. The distance measuring unit 14 measures the distance D1 (D2) between the current position P of the vehicle 100 and the target stop position P2 (P1) of the vehicle 100. The acceleration setting unit 15 sets the acceleration profile according to the distance D1 (D2) based on the jerk profile 15a. Here, the jerk profile 15a is a time change of the target value of jerk during deceleration of the vehicle 100, and the acceleration profile is a time change of the target value of acceleration during deceleration of the vehicle 100.

Hereinafter, the configuration of each part of the vehicle control device 10 will be described in more detail. The vehicle control device 10 includes, for example, a recognition unit 11, a stop position calculation unit 12, a route generation unit 13, and a travel control unit 16 in addition to the distance measurement unit 14 and the acceleration setting unit 15 described above. There is.

The recognition unit 11 recognizes obstacles around the vehicle 100. More specifically, the recognition unit 11 recognizes obstacles and road information around the vehicle 100 based on signals input from, for example, the monocular camera 22 and the sonar 23 of the vehicle 100. Obstacles recognized by the recognition unit 11 include, for example, moving objects such as other vehicles and pedestrians around the vehicle 100, parked vehicles around the vehicle 100, curbs, guardrails, walls, pillars, poles, road signs, and the like. including. Further, the road information recognized by the recognition unit 11 includes, for example, a road shape, a road marking, a parking frame F, a space in which the vehicle 100 can park, and the like.

The stop position calculation unit 12 calculates the target stop positions P1 and P2 of the vehicle 100 based on, for example, the recognition result of the recognition unit 11 and the target route Rt generated by the route generation unit 13. More specifically, the stop position calculation unit 12 calculates a target stop position P1 which is a parking position of the vehicle 100 in a space where the vehicle 100 recognized by the recognition unit 11 can be parked, for example.

Further, the stop position calculation unit 12 calculates, for example, the target stop position P2, which is the turning back position of the target path Rt generated by the route generation unit 13. The turning position is a connection position between the forward path and the reverse path in the target path Rt, or a position that is a boundary between the forward path and the reverse path. The forward route of the target route Rt is a route for the vehicle 100 to move forward, and the reverse route of the target route Rt is a route for the vehicle 100 to move backward. Further, the stop position calculation unit 12 can calculate the stop position P3 (see FIG. 7) for avoiding a collision with the obstacle O based on the recognition result of the recognition unit 11.

The route generation unit 13 generates a target route Rt from the parking start position P0 of the vehicle 100 to the target stop positions P1 and P2. More specifically, the route generation unit 13 generates a target route Rt from the parking start position P0 of the vehicle 100 to the target stop position P1 where the vehicle 100 can be parked, based on the recognition result of the recognition unit 11. The target path Rt has, for example, a target stop position P2 as a turning position at which the vehicle 100 switches between forward and reverse. For example, when the vehicle 100 is advanced and parked at the target stop position P1, or when the vehicle 100 is parked only in reverse, the target path Rt does not have the target stop position P2 which is a turning position. May be good.

The distance measuring unit 14 measures the distance d between the position P of the vehicle 100 and the target stop positions P1 and P2 of the vehicle 100. More specifically, the distance measuring unit 14 inputs, for example, the current position P of the vehicle 100 traveling on the target route Rt generated by the route generating unit 13 from the monocular camera 22, the wheel speed sensor 21, or the like. Calculate based on information. Further, the distance measuring unit 14 sets the distance d to the target stop positions P1 and P2 along the target path Rt, that is, the remaining distance, based on, for example, the current position P of the vehicle 100 and the target stop positions P1 and P2. Calculated in real time at a predetermined cycle.

The acceleration setting unit 15 includes, for example, a jerk profile 15a, a map 15d, and a calculation unit 15e. As described above, the acceleration setting unit 15 sets the acceleration profile of the vehicle 100 at the time of deceleration based on the jerk profile 15a according to the distances D1 and D2 calculated by the distance measurement unit 14.

FIG. 4 is a graph showing an example of the jerk profile 15a, the acceleration profile 15b, and the velocity profile 15c from the top. In each graph of FIG. 4, for comparison, the profile of this embodiment is shown by a solid line, and the profile in the conventional driving support system is shown by a broken line. As shown at the top of FIG. 4, the jerk profile 15a is, for example, a waveform representing a time change of a target value of jerk during deceleration of the vehicle 100, with the vertical axis representing jerk and the horizontal axis representing time. ..

The jerk profile 15a has, for example, a section Sp in which the target value of jerk is a positive constant value Cp. Further, the jerk profile 15a has, for example, a section Sn in which the target value of jerk is a negative constant value Cn. Further, the jerk profile 15a has, for example, a section Sz in which the target value of jerk is 0. Further, in the jerk profile 15a, for example, the absolute value of the positive constant value Cp and the absolute value of the negative constant value Cn are equal.

Based on such an acceleration profile 15a, the acceleration setting unit 15 sets the acceleration profile 15b at the time of deceleration of the vehicle 100 between the position P of the vehicle 100 and the target stop positions P1 and P2 calculated by the distance measurement unit 14. It is set according to the distance d between them. In the example shown in FIG. 4, the acceleration profile 15b set by the acceleration setting unit 15 based on the jerk profile 15a is continuous. More specifically, the acceleration profile 15b set by the acceleration setting unit 15 is continuous before and after the start of braking, for example, when the speed starts to decrease. Further, the acceleration profile 15b set by the acceleration setting unit 15 is continuous before and after the end of braking when the speed becomes 0, for example.

Here, the acceleration profile of the conventional traveling support system shown by the broken line for comparison has a stepped waveform. That is, this conventional acceleration profile is discontinuous before and after the start of braking when the speed begins to decrease. Further, this conventional acceleration profile is discontinuous before and after the end of braking when the speed becomes zero. In this conventional driving support system, the jerk of the vehicle becomes negative infinity (-∞) at the start of braking and positive infinity (-∞) at the end of braking, as shown by the broken line in the graph at the top of FIG. + ∞).

That is, the acceleration profile of the conventional traveling support system is not a profile based on the jerk profile, but a step-like profile independent of the jerk profile. When the acceleration profile of the vehicle is such a step-like profile, the acceleration acting on the occupant during the parking control of the vehicle becomes excessive, the occupant receives a strong impact due to the inertial force, and the riding comfort of the vehicle may deteriorate. be.

The jerk profile 15a is not limited to the example shown in FIG. For example, in the acceleration section Za of the target path Rt described later, the jerk profile 15a is a profile that becomes a positive constant value Cp after the start of the acceleration section Za and a negative constant value Cn before the end of the acceleration section Za. May be good. Further, in the deceleration section Zd of the target path Rt described later, the jerk profile 15a becomes, for example, a negative constant value Cn for a certain period of time immediately after the start of deceleration, then becomes zero (0) for a certain period of time, and then becomes zero (0). , The profile may be a positive constant value Cp over a certain period of time.

The acceleration setting unit 15 includes, for example, a map 15d that records the relationship between the parking start position P0 of the vehicle 100, the target stop positions P1 and P2, and the jerk profile 15a.
In this case, the acceleration setting unit 15 derives, for example, the parking start position P0 of the vehicle 100 and the jerk profile 15a corresponding to the target stop positions P1 and P2 calculated by the stop position calculation unit 12 from the map 15d. Then, the acceleration setting unit 15 can set the acceleration profile 15b according to the distance between the position P of the vehicle 100 and the target stop positions P1 and P2 based on the jerk profile 15a derived from the map 15d.

Further, the acceleration setting unit 15 includes, for example, a calculation unit 15e for calculating the acceleration profile 15b. In this case, the acceleration setting unit 15 can, for example, calculate the jerk profile 15a by the calculation unit 15e, and further set the acceleration profile 15b calculated by the calculation unit 15e using the jerk profile 15a. Further, the acceleration setting unit 15 is configured to set an emergency acceleration profile 15z independent of the jerk profile 15a in an emergency requiring a sudden stop, for example.

The travel control unit 16 controls, for example, various actuators to control the engine 1, the automatic transmission 2, the brake 7, the electric power steering 8, and the like, and causes the vehicle 100 to travel according to the acceleration profile 15b and the target path Rt. .. The travel control unit 16 calculates the speed profile 15c of the vehicle 100 based on, for example, the acceleration profile 15b set by the acceleration setting unit 15. The integrated value of the speed profile 15c is the mileage of the vehicle 100. The travel control unit 16 calculates, for example, the acceleration section Za, the constant speed section Zc, and the deceleration section Zd (see FIG. 5) in the target path Rt by integrating the speed profile 15c, and the start position of the deceleration section Zd. The braking of the vehicle 100 is started at.

Hereinafter, the operation of the vehicle control device 10 of the present embodiment will be described.

FIG. 5 is a graph showing the acceleration and speed of the vehicle 100 in the example of parking control of the vehicle 100 shown in FIG. 3 and the time change of the distance d from the position P of the vehicle 100 to the target stop position P1 or the target stop position P2. be.

For example, suppose an occupant is driving a vehicle 100 looking for a parking space. At this time, the vehicle control device 10 recognizes the parkable space around the vehicle 100 by, for example, the monocular camera 22, the sonar 23, and the recognition unit 11. Further, the vehicle control device 10 superimposes the recognized parkable space on the road information around the vehicle control device 10, and displays it on the display device 30.

For example, the occupant of the vehicle 100 confirms the parkable space displayed on the display device 30, and stops the vehicle 100 at the parking start position P0 as shown in FIG. Then, for example, the vehicle control device 10 calculates the target stop position P1 which is the parking position of the vehicle 100 in the parkable space by the stop position calculation unit 12. Further, the vehicle control device 10 generates, for example, the target route Rt from the parking start position P0 to the target stop position P1 by the route generation unit 13.

Further, the vehicle control device 10 calculates, for example, the target stop position P2, which is the turning position of the target path Rt, by the stop position calculation unit 12. Further, as shown in FIG. 5, the vehicle control device 10 is based on the jerk profile 15a, which is a time change of the jerk target value of the vehicle 100 by the acceleration setting unit 15, as shown in FIG. 5, the target value of the acceleration of the vehicle 100. The acceleration profile 15b, which is the time change of the above, is set.

At this time, the acceleration setting unit 15 sets the acceleration profile 15b according to, for example, the distance D1 from the parking start position P0 to the target stop position P2 and the distance D2 from the target stop position P2 to the target stop position P1. do. More specifically, the acceleration setting unit 15 sets the acceleration profile 15b on the forward path from the parking start position P0 to the target stop position P2, which is the turning position of the target path Rt. Further, the acceleration setting unit 15 sets the acceleration profile 15b in the reverse path from the target stop position P2 which is the turning position of the target path Rt to the target stop position P1 which is the parking position.

After that, the occupant of the vehicle 100 selects, for example, the automatic parking control by operating the touch panel of the display device 30, and releases the brake 7, so that the automatic parking control of the vehicle 100 by the vehicle control device 10 is started. Then, the traveling control unit 16 calculates the speed profile 15c based on the acceleration profile 15b set by the acceleration setting unit 15. Then, the travel control unit 16 controls the engine 1, the automatic transmission 2, the brake 7, and the electric power steering 8 to drive the vehicle 100 according to the jerk profile 15a and the target path Rt.

As a result, as shown in FIG. 5, the vehicle 100 is accelerated by the continuous acceleration profile 15b based on the jerk profile 15a in the acceleration section Za of the target path Rt, and has a smooth velocity profile 15c having a quadratic curve. It will be accelerated. More specifically, the acceleration profile 15b at the time of acceleration of the vehicle 100 can be expressed as, for example, a function that is differentiable and continuous before and after the start of acceleration.

As a result, the vehicle 100 starts smoothly from the parking start position P0, the inertial force acting on the occupant when the vehicle 100 is accelerated is reduced, and the riding comfort of the vehicle 100 during parking control is improved. After that, the vehicle control device 10 is driven at a constant speed in the constant speed section Zc of the target route Rt. The target route Rt may not have a constant speed section Zc when the distance D1 from the parking start position P0 to the target stop position P2 is short.

On the other hand, the conventional traveling support system has a stepped and discontinuous acceleration profile as shown by a broken line in FIG. More specifically, the acceleration profile of a conventional driving support system can be expressed as a non-differentiable and discontinuous function before and after the start of acceleration. Therefore, in the conventional traveling support system, the jerk becomes positive infinity (+ ∞) at the start of acceleration of the vehicle, and the acceleration increases stepwise. Therefore, the impact caused by the momentary increase in the inertial force acting on the occupant becomes large, and the riding comfort of the vehicle at the time of parking control may deteriorate.

FIG. 6 is a flow chart showing an example of parking control of the vehicle 100 by the vehicle control device 10 of the present embodiment. Note that FIG. 6 shows a flow when the vehicle 100 shifts from the constant speed section Zc of the target route Rt shown in FIG. 5 to the deceleration section Zd.

In step S101, for example, it is assumed that the vehicle 100 is advancing on the forward path in front of the target stop position P2, which is the turning position of the target path Rt. In this case, the vehicle control device 10 measures the distance d from the current position P of the vehicle 100 to the target stop position P2, that is, the remaining distance to the target stop position P2 by the distance measuring unit 14.

Further, in step S101, it is assumed that the vehicle 100 is moving backward on the reverse route ahead of the target stop position P2, which is the turning position of the target route Rt. In this case, in step S101, the vehicle control device 10 uses the distance measuring unit 14 to measure the distance d from the current position P of the vehicle 100 to the target stop position P1 which is the parking position, that is, the remaining distance to the target stop position P1. Measure the distance.

Further, in step S101, the vehicle control device 10 determines whether or not the distance d is equal to or less than the deceleration start distance by, for example, the travel control unit 16. Here, the deceleration start distance is, for example, the distance of the deceleration section Zd before the target stop position P2 in the forward path of the target path Rt, and the deceleration section before the target stop position P1 in the reverse path of the target path Rt. The distance of Zd.

In step S101, for example, when the traveling control unit 16 determines that the distance d is larger than the deceleration start distance, that is, the distance d is not less than or equal to the deceleration start distance (NO), the process proceeds to step S102. In step S102, the vehicle control device 10 causes the vehicle 100 to travel at a constant speed by the travel control unit 16, and returns to step S101.

On the other hand, if the travel control unit 16 determines in step S101 that the distance d is equal to or less than the deceleration start distance (YES), the process proceeds to step S103. In step S103, the vehicle control device 10 decelerates the vehicle 100 by the travel control unit 16 and stops the vehicle 100 at the target stop positions P1 and P2.

Here, as described above, the vehicle control device 10 of the present embodiment includes a distance measuring unit 14 that measures the distance d between the position P of the vehicle 100 and the target stop positions P1 and P2. Further, the vehicle control device 10 obtains an acceleration profile 15b, which is a time change of the target value of acceleration during deceleration of the vehicle 100, based on the jerk profile 15a, which is a time change of the target value of acceleration during deceleration of the vehicle 100. It is provided with an acceleration setting unit 15 that is set according to the distance d.

With this configuration, the vehicle 100 is decelerated with a continuous acceleration profile 15b based on the jerk profile 15a in the deceleration section Zd before the target stop positions P1 and P2 on the target path Rt, as shown in FIG.

As a result, as shown in FIG. 5, the vehicle 100 is decelerated by the continuous acceleration profile 15b based on the jerk profile 15a in the deceleration section Zd of the target path Rt, and the vehicle 100 is decelerated by the quadratic curve smooth speed profile 15c. It will be decelerated. More specifically, the acceleration profile 15b during deceleration of the vehicle 100 can be expressed as, for example, a function that is differentiable and continuous before and after the stop of the vehicle 100, that is, the end of deceleration. As a result, the vehicle control device 10 can gradually increase or decrease the inertial force acting on the occupants at the start and end of braking of the vehicle 100 to alleviate the impact and improve the riding comfort of the vehicle 100 during parking control. can.

On the other hand, in the conventional traveling support system, the jerk of the vehicle becomes negative infinity (-∞) at the start of braking of the vehicle, becomes 0 during braking of the vehicle, and brakes of the vehicle, as shown by the broken line in FIG. It becomes positive infinity (+ ∞) at the end, that is, at the stop. As a result, the acceleration profile of the conventional traveling support system becomes a non-differentiable and discontinuous step-like function before and after the start of braking and before and after the end of braking of the vehicle. Therefore, in the conventional traveling support system, the impact caused by the momentary and rapid increase / decrease in the inertial force acting on the occupant at the start and end of braking of the vehicle 100 becomes large, and the ride comfort of the vehicle during parking control becomes large. It may get worse.

Further, in the vehicle control device 10 of the present embodiment, the jerk profile 15a included in the acceleration setting unit 15 has a section Sp in which the target value of jerk is a positive constant value Cp.
As a result, the negative acceleration of the vehicle 100 can be gradually increased to approach 0 in front of the target stop positions P1 and P2, the inertial force acting on the occupant when the vehicle 100 is stopped is reduced, and the parking control is performed. The riding comfort of the vehicle 100 is improved.

Further, in the vehicle control device 10 of the present embodiment, the jerk profile 15a included in the acceleration setting unit 15 has a section Sn in which the target value of jerk is a negative constant value Cn.
As a result, after the start of the deceleration section Zd, that is, after the start of deceleration, the negative acceleration can be gradually reduced to approach the minimum value, the inertial force acting on the occupant at the start of deceleration of the vehicle 100 is reduced, and parking control is performed. The riding comfort of the vehicle 100 at the time is improved.

Further, in the vehicle control device 10 of the present embodiment, the jerk profile 15a included in the acceleration setting unit 15 has a section Sz in which the target value of jerk is 0. Thereby, for example, the vehicle 100 can be decelerated at a constant acceleration in the middle portion of the deceleration section Zd, that is, after the deceleration of the vehicle 100 starts and before the vehicle 100 stops. Therefore, the vehicle 100 can be accurately stopped at the target stop positions P1 and P2 according to the length of the deceleration section Zd without deteriorating the riding comfort of the vehicle 100.

Further, in the vehicle control device 10 of the present embodiment, the jerk profile 15a included in the acceleration setting unit 15 has an absolute value of a positive constant value Cp equal to an absolute value of a negative constant value Cn. As a result, in the acceleration profile 15b, the absolute value of the time change rate when the acceleration increases and the absolute value of the time change rate when the acceleration decreases can be made equal, and the riding comfort of the vehicle 100 during parking control can be improved. Can be made to.

Further, in the vehicle control device 10 of the present embodiment, the acceleration profile 15b set by the acceleration setting unit 15 is continuous. As a result, the vehicle control device 10 can gradually increase or decrease the inertial force acting on the occupant during parking control of the vehicle 100 to alleviate the impact and improve the riding comfort of the vehicle 100 during parking control.

Further, in the vehicle control device 10 of the present embodiment, the acceleration profile 15b set by the acceleration setting unit 15 is continuous before and after the start of braking. As a result, the vehicle control device 10 can gradually increase the inertial force acting on the occupant at the start of braking of the vehicle 100 to alleviate the impact and improve the riding comfort of the vehicle 100 during parking control.

Further, in the vehicle control device 10 of the present embodiment, the acceleration setting unit 15 displays, for example, a map 15d that records the relationship between the parking start position P0 of the vehicle 100, the target stop positions P1 and P2, and the jerk profile 15a. I have. Then, the acceleration setting unit 15 is configured to set the acceleration profile 15b based on, for example, the map 15d.
With this configuration, the calculation amount of the acceleration setting unit 15 can be reduced, and the acceleration profile 15b can be set quickly.

Further, in the vehicle control device 10 of the present embodiment, the acceleration setting unit 15 includes, for example, a calculation unit 15e for calculating the acceleration profile 15b, and is configured to set the acceleration profile 15b calculated by the calculation unit 15e. There is. With this configuration, the acceleration setting unit 15 calculates the acceleration profile 15b by the calculation unit 15e based on, for example, the parking start position P0 of the vehicle 100, the target stop positions P1 and P2, and the jerk profile 15a, and accelerates. The profile 15b can be set.

Further, the vehicle control device 10 of the present embodiment includes a route generation unit 13 that generates a target route Rt from the parking start position P0 of the vehicle 100 to the target stop positions P1 and P2. Further, the vehicle control device 10 includes, for example, a travel control unit 16 that causes the vehicle 100 to travel according to the acceleration profile 15b and the target route Rt. Then, the traveling control unit 16 is configured to calculate the acceleration section Za, the constant speed section Zc, and the deceleration section Zd in the target path Rt, and start braking at the start position of the deceleration section Zd.

With this configuration, according to the acceleration profile 15b, the vehicle 100 is gently accelerated in the acceleration section Za of the target route Rt, traveled at a constant speed in the constant speed section Zc, and gradually decelerated in the deceleration section Zd, and the ride comfort of the vehicle 100 is improved. Can be improved.

FIG. 7 is a plan view showing another example of parking control of the vehicle 100 by the vehicle control device 10 shown in FIG. FIG. 8 is a flow chart of parking control of the vehicle 100 by the vehicle control device 10 in the example shown in FIG. FIG. 9 is a graph showing the acceleration and speed of the vehicle 100 shown in FIG. 7 and the time change of the distance d from the position P of the vehicle 100 to the target stop position P1 or the obstacle O.

In the example shown in FIG. 7, the vehicle 100 is stopped at the parking start position P0 as in the example shown in FIG. Then, the vehicle control device 10 calculates the target stop position P1, the target path Rt, and the target stop position P2 as in the example shown in FIG. 3, and based on the jerk profile 15a, as shown in FIG. The acceleration profile 15b is set.

After that, as in the example shown in FIG. 3, when the automatic parking control of the vehicle 100 by the vehicle control device 10 is started, the travel control unit 16 is based on the acceleration profile 15b set by the acceleration setting unit 15. The speed profile 15c shown in 5 is calculated. Then, the travel control unit 16 controls the engine 1, the automatic transmission 2, the brake 7, and the electric power steering 8 to drive the vehicle 100 according to the jerk profile 15a and the target path Rt. Then, the vehicle control device 10 starts the parking control flow shown in FIG.

In step S201, the vehicle control device 10 determines whether or not the obstacle distance, which is the distance from the position P of the vehicle 100 to the obstacle O, is farther than the distance d from the position P of the vehicle 100 to the target stop position P1. judge. If the obstacle O is not detected by the recognition unit 11 in step S201, the vehicle control device 10 determines that the distance d is equal to or greater than the obstacle distance (NO), and proceeds to step S202.

In step S202, the vehicle control device 10 accelerates the vehicle 100 with the continuous acceleration profile 15b based on the jerk profile 15a in the acceleration section Za of the target path Rt by the travel control unit 16, and the constant speed of the target path Rt. It runs at a constant speed in section Zc. Further, in step S202, the vehicle control device 10 determines whether or not the distance d is equal to or less than the deceleration start distance by, for example, the travel control unit 16.

If it is determined in step S202 that the distance d is not less than or equal to the deceleration start distance (NO), the process proceeds to step S203. In step S203, the vehicle control device 10 causes the vehicle 100 to travel at a constant speed by the travel control unit 16, and returns to step S201.

In step S201, it is assumed that the monocular camera 22 or sonar 23 of the vehicle 100 detects the obstacle O shown in FIG. 7, and the recognition unit 11 recognizes the obstacle O. Then, the vehicle control device 10 calculates, for example, the distance d from the position P of the vehicle 100 to the obstacle O by the distance measuring unit 14. Then, it is determined whether or not the obstacle distance, which is the distance from the position P of the vehicle 100 to the obstacle O, is farther than the distance d from the position P of the vehicle 100 to the target stop position P1. When the vehicle control device 10 determines that the obstacle distance is farther than the distance d (NO), that is, the vehicle 100 does not collide with the obstacle O, the vehicle proceeds to step S202.

In step S202, for example, when the traveling control unit 16 determines that the distance d is larger than the deceleration start distance, that is, the distance d is not less than or equal to the deceleration start distance (NO), the process proceeds to step S203. In step S203, the vehicle control device 10 causes the vehicle 100 to travel at a constant speed by the travel control unit 16, and returns to step S201.

On the other hand, in step S202, if, for example, the traveling control unit 16 determines that the distance d is equal to or less than the deceleration start distance (YES), the process proceeds to step S204. In step S204, the vehicle control device 10 sets the acceleration profile 15b based on the jerk profile 15a by the acceleration setting unit 15.

The travel control unit 16 decelerates the vehicle 100 according to the set acceleration profile 15b, and stops the vehicle 100 at the target stop position P1. As a result, as in the example shown in FIG. 5, the vehicle control device 10 gradually increases or decreases the inertial force acting on the occupant at the start and end of braking of the vehicle 100 to alleviate the impact, and the vehicle during parking control. The ride quality of 100 can be improved.

Further, in step S201, the obstacle O is recognized by the recognition unit 11, and the obstacle distance is closer (YES) than the distance d from the position P of the vehicle 100 to the target stop position P1 by the vehicle control device 10. That is, if it is determined that the vehicle 100 may collide with the obstacle O, the process proceeds to step S205. Here, the distance shown in the graph at the bottom of FIG. 9 is set to the obstacle distance from the position P of the vehicle 100 to the obstacle O. That is, the position where the distance becomes 0 is the position where the vehicle 100 and the obstacle O come into contact with each other.

In step S205, the vehicle control device 10 determines, for example, whether or not the jerk profile 15a is applicable by the acceleration setting unit 15 based on whether or not the collision between the vehicle 100 and the obstacle O can be avoided. The vehicle control device 10 proceeds to step S206 when it determines that collision avoidance is possible (YES) by applying the jerk profile 15a, and proceeds to step S207 when it determines that collision avoidance is impossible (NO) when the jerk profile 15a is applied. move on.

In step S206, the vehicle control device 10 sets the acceleration profile 15b based on the jerk profile 15a by the acceleration setting unit 15. The travel control unit 16 decelerates the vehicle 100 according to the set acceleration profile 15b, and stops the vehicle 100 at the stop position P3 in front of the obstacle O. As a result, as shown in FIG. 9, the vehicle control device 10 gradually increases or decreases the inertial force acting on the occupant at the start and end of braking of the vehicle 100 to alleviate the impact, and the vehicle 100 during parking control. The ride quality can be improved.

On the other hand, in step S207, which is an emergency requiring a sudden stop, the vehicle control device 10 sets the emergency acceleration profile 15z independent of the jerk profile 15a by the acceleration setting unit 15. The travel control unit 16 suddenly stops the vehicle 100 according to the set emergency acceleration profile 15z, and stops the vehicle 100 at the stop position P3 in front of the obstacle O. As a result, it is possible to avoid a collision between the vehicle 100 and the obstacle O.

As described above, the vehicle control device 10 of the present embodiment has a recognition unit 11 that recognizes an obstacle O around the vehicle 100 and a stop position calculation unit that calculates a stop position P3 that avoids a collision with the obstacle O. It has 12 and. The acceleration setting unit 15 is configured to set the braking start time based on the stop position P3. With this configuration, it is possible to start braking the vehicle 100 according to the distance d between the stop position P3 and the vehicle 100, improve the riding comfort of the vehicle 100, and avoid a collision with the vehicle 100.

Further, in the vehicle control device 10 of the present embodiment, the acceleration setting unit 15 is configured to set an emergency acceleration profile 15z independent of the jerk profile 15a in an emergency requiring a sudden stop, for example. As a result, in an emergency, the vehicle 100 can be suddenly stopped with priority given to safety over ride comfort, and a collision between the vehicle 100 and the obstacle O can be avoided.

Further, the vehicle control device 10 of the present embodiment can calculate a return route Rr for returning to the target route Rt from the stop position P3 to the target stop position P1 as shown in FIG. 7, for example, by the route generation unit 13. .. In this case, the acceleration setting unit 15 sets the acceleration profile 15b based on the jerk profile 15a, and the traveling control unit 16 moves the vehicle 100 backward according to the return path Rr and the acceleration profile 15b.

As described above, according to the present embodiment, it is possible to provide the vehicle control device 10 capable of improving the riding comfort of the vehicle 100 during parking control.

Although the embodiment of the vehicle control device according to the present disclosure has been described in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and the design change is not deviated from the gist of the present disclosure. Etc., but they are included in this disclosure.

10 Vehicle control device 11 Recognition unit 12 Stop position calculation unit 13 Route generation unit 14 Distance measurement unit 15 Acceleration setting unit 15a Jerk profile 15b Acceleration profile 15d Map 15e Calculation unit 15z Emergency acceleration profile 16 Travel control unit 100 Vehicle Cp Positive constant Value Cn Negative constant value d Distance O Obstacle P Position P0 Parking start position P1 Target stop position P2 Target stop position P3 Stop position Sn Section Sp Section Sz Section Rt Target path Za Acceleration section Zc Constant speed section Zd Deceleration section

Claims (12)

A distance measuring unit that measures the distance between the position of the vehicle and the target stop position of the vehicle,
Acceleration setting unit that sets the acceleration profile, which is the time change of the target value of the acceleration during deceleration of the vehicle, according to the distance, based on the jerk profile which is the time change of the target value of the acceleration during deceleration of the vehicle. And a vehicle control device. The vehicle control device according to claim 1, wherein the jerk profile has a section in which the target value of the jerk is a constant positive value. The vehicle control device according to claim 2, wherein the jerk profile has a section in which the target value of the jerk is a constant negative value. The vehicle control device according to claim 2 or 3, wherein the jerk profile has a section in which the target value of the jerk is 0. The vehicle control device according to claim 3, wherein the absolute value of the positive constant value and the absolute value of the negative constant value are equal to each other. The vehicle control device according to claim 1, wherein the acceleration profile is continuous. The vehicle control device according to claim 1, wherein the acceleration profile is continuous before and after the start of braking. It is provided with a recognition unit that recognizes obstacles around the vehicle and a stop position calculation unit that calculates a stop position for avoiding a collision with the obstacle.
The vehicle control device according to claim 6 or 7, wherein the acceleration setting unit sets a braking start time based on the stop position. A route generation unit that generates a target route from the parking start position of the vehicle to the target stop position,
The vehicle is provided with a travel control unit for traveling the vehicle according to the acceleration profile and the target route.
The vehicle control device according to claim 6 or 7, wherein the traveling control unit calculates an acceleration section, a constant speed section, and a deceleration section in the target route, and starts braking at a start position of the deceleration section. The acceleration setting unit according to claim 1, further comprising a map recording the relationship between the parking start position of the vehicle, the target stop position, and the jerk profile, and setting the acceleration profile based on the map. Vehicle control device. The vehicle control device according to claim 1, wherein the acceleration setting unit includes a calculation unit for calculating the acceleration profile, and sets the acceleration profile calculated by the calculation unit. The vehicle control device according to claim 1, wherein the acceleration setting unit sets an emergency acceleration profile independent of the jerk profile in an emergency requiring a sudden stop.

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